Locomotive.



G. J. E. WAXBOM.

LOGOMOTIVE. APPLIUATION FILED JULY 29, 1911.

Patented Feb. 3, 1914 2 SHEETS-SHEET 2.

l 1 I I Ill lllllllllw v lm wikmumzo UNITED s 'rarns PATENT- onnrou.

, CARL J. E. WAXBOM,'OF COLUMBUS, OHIO, ASSIGNOR TO THE JE FFEEY 'MANUFAO- TUBING COMPANY, A CORPORATION OF OHIO. I

LOCOMOTIVL essors.

, Jpecification of Latent Patent.

Patented Fees, 1914.

- Application filed July 29, 1911. Serial No. 641,215.

Columbus, in the county'of Franklin and.

State of Ohio, have invented certain new and useful Improvements in Locomotives, of which .the following isfa. specification, reference being had therein to the accompanying drawing. 1 i

This invention relates to locomotives and more especially'to industrial locomotivesof the type adapted for .use in theyardsand shops of manufacturing plants, or in and about coal or similar mines.

15 locomotive having improved powertrans mitting mechanism between its motor and The object of the invention is to provide a the drive wheels.

Other objects will be apparent from the following specification.

Inthe accompanying drawings I have shown one embodiment of my invention, but it will be understood that the construction shown is susceptible to various changes and;

modifications. For instance, another type of motormay be substituted, if desired, for

the internal combustion engine which is shown.

Of the drawings, Figure 1 is a side elevation of a locomotive embodying my invention; Fig. 2 is a plan View; Fig. 3 is a longitudinal cross sectional view taken along the line 3-3 of Fig. 1; Figct is a fragmentary longitudinal cross sectional view through the gearing at one end of the locomotive. Fig taken along the line 5'-"5 as Fig. '4.

Referring-to the drawings, 1 represents the locomotive frame which is mounted in the usual manner upon axles 2, 2, which are secured to and supported by the track wheels 3, r

4 represents themotor for driving the locomotive. In the drawingsl have represented this motor as an internal combustion engine, as I consider this form of motive power especially adapted for this class'of work. it will be understood, however,-that motor-of any of the other usual types may be substituted if preferred. When an internal combustion engine is used a tank 4:

, 5 is a fragmentary crass seetional View:

for gasolene or other fuel is provided and a. tank 4;? for cooling water. The motor 4 1's provlded with a longitudinal power shaft 5 Wl'llCl'l is preferably located near the center of the locomotive. At the ends of the shaft 5 and substantially in alinement with it are other shafts 6 and 6*. Each of these shafts is connected to the shaft 5 by m'eans of a flexible coupling indicated by 7. Each. of the- The articular form of coupling which I 166 couplings 7 is constructed to transmit power from one shaftto the other, but to perinit relative movements of the shafts to ppsitid'ns out ofalinemeht with each other.

66 have il-ustrated comprises disks 7 nd 7* secured respectively to the ends of t eshaft' 5 and the shaft 6 or 6* as the case may be. Between the disks 7 and 7 b there is mounted a plate or'equivalent element 7 which is 70 provided with four equally spaced radial notches or slots. Pins,or rollers 7, Won.

the disk? extend into one pair ifif' oppositel slots. Other pins or rollers 7 7* on the disk 7 extend into the'other slots. .As the pins are all free tomove in theirslot-s relatively to the element 7, freedom of movement of the two shafts within reasonable limits is permitted.

Referring now to the construction at one end of'the locomotive, as, to instance, the right-hand end as viewed in t e drawings,T8 and 9 represent twov meshing vspiral g'( rs,

' the larger of which 8 is he ed to the axle 2,

and the smaller of whic 9'is rotatably'so mounted upon the shaft 6." 10 is a casing surrounding the gears 8 and-9 andfha ing bearings at 11 and at 19. on the axle 2.. Inorder to hold the casing vertical and prevent its swinging about theaxle, an upstanding-.90 forked arm 10" is provided which embraces' a transverse bar 1O which is secured at itsends to the locomotive frame. The shaft'B at a point adjacent the coupling? has a' bearing in the upper part of the casing 10.

The other end of the shaft 6 has a bearing in the sleeve 13 which is secured to or formed as a part of the gear 9 and which has a bearing in the casing 10 at a point opposite to the bearing for the shaft 6. A 1-00 friction clutch it is provided for connecting the shaft 6 and the siceve 13. The clutch is preferably of the disktypcandcon'inrisestwo the flange cured to the sleeve By means ot a suitable pivoted :am 16 conclutch is: is

trolled by a lever 16 pressure may be transmitted to the disks to force them into close engagement with each other, through the collar 17, the hallbearing liland the piate 19.

.The construction at the other end of the locomotive is similar to that which has been diwcribed. It ditl'ers from. it, however, in that. the gearing 8 and 9 between the shaft 53' and the axle 2 is constructed to cause rotation of the axle 2 in the opposite direction from that of the axle 2. The gear 9 may be cimnected with the shaft 6 by means ofthe clutch i l which is controlled by the cam 1.6" through, the lever 16. The two levers 1,6 and 16 are connected by a link 21 so that they may be simultaneously operated by means of handle 22 adj acent the opera iors seat, which may be formed, ii desired, an extension of the lever 16. The levers may be secured in adjusted positions by means of a latch which engages with notches in the segment 23. The cams 16 and 16 are so const noted that both of the clutches are disengaged when the-handle QElisin central position. VJ hen the handle'is' moved in one direction, toward the right, for instance, the clutch ll is engaged. Vl hcn the handle, is thrown toward the left the clutclilfi is 'engaged. At the end of the shaft- 6 there may be provided a crank by means of which the shaft may be manually rotated to start the engine. The drivewvheels 3, 3 at each side of the locomotive are connected for synchronous rotation by suitable connecting rods 24 24. Suitableihraliing mechanism is provided for the wheels 5, 3. This mechanism is controlled by a hand wheel 9.6.

In operation the motor 4: is first started, both clutches being disengaged. To cause the locomotive to movein one direction, toward the left, for instance, the handle 22 is moved toward the left to throw the clutch 14; into engagement. Power is then transmitted through the shaft, through the clutch the spiral gearing-'9, o to the axis 2 and the track wheelsh. Inasmuch as the track wheels are all connected together by means of the rods 24 the whole weight of the locomotive is available to provide tract-ive force. It will be understood that when the locomotive is operating as just described the ear 9 will be rotated freelv in the reverse" direction by means ot' the gear 8. To drive the locomotive in the other direction the handle "22 ismoved toward the right and. the

thrown into engagement. "Power then transmitted through this clutch and through. the spiral gearing 9, 8 to drive the axle and the wheels 3, in the other direction. The gear 9 will be rotated in the reverse direction by the gear 8.

i It will be observed that by my invention I have provided a very simple means whereby the locomotive may be caused to move in one direction or the other, or may be brought to a rest by the simple movement of a. single lever.

YVha-t I claim is:

1. In a locomotive, the combination of a frame, axles and track wheels for the frame, a loi'rgitudinal shaft, 0. motor for rotating the shaft, a revolubly mounted on the shaft, a. manually coi'itrollable clutch for (me-ratively connecting the gear wheel with the shaft, a gear wheel rigidly connected with one axle and arranged to mesh with the gear on. the shaft, the said gearing serving when the clutch is engaged to rotate the said axle in one direction, a. second gear revolubly mounted on the longitudinal shaft, a. second manually controllable clutch for operatively connecting the second gear with the shaft, and a second gear wheel. rigidly connected with the othe axle and arranged to mesh with 111-: said second on the shaft, the saidgearing serving when the second clutch is engaged to rotate the second axle in the direction opposite to the direction of rotation of the first axle when the said first clutch engaged.

in a locomotive, the combination of a frame, axles and track wheels for the frame, a longitudinal shaft axially fixed at its ends with respect to the axles, on internal combustion motor for rotating the shaft, two

gears revolubly mounted on the said longitudinal shatt, two manually controllable clutches for operatively connecting either of the said gears with the shaft, gear wheels rigidly connected respectively with the axles and arranged to permanently mesh respectivel' with the said ears on the shaft to drive either axle when the corresponding clutch is engaged, and a crank at one end of the shaft for rotating it to start the motor when both clutches are disengaged.

In a locon'iotive, the combination of a frame, axles and track wheels upon which the frame is resiliently mounted, alongitudinal elicit comprising three sections, the center section being mounted upon the frame an the end sections being mounted, respecti'i'rcly, on the axles, couplings between the sections adapted to transmit power but to permit relative movements oi? the sections to noiralining positions, a motor connected to the center section of the shaft for rotating the shaft in one direction, power transmit ting mechanism, between one end section and o ne axle for rotating-the axle in one direcnently meshing gearing and a manually con- '-t1on, the power transmitting mechanism trollable clutch. 10

comprising permanently meshing gearin In testimony whereof I aiiix my signature, and a manually controllable clutch, anil in presence of two witnesses.

power transmitting mechanism between the CARL J. E. WAXBOM.

other end section and the other axle for re- Witnesses: tating it in the other direction, the power E. P. SNIVELY,

transmitting mechanism comprising perma- DUDLEY T. FISHER. 

